IEEE Power & Energy Magazine - July/August 2018 - 55

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2010

place. their combined figures only
represent around 0.3% of the regisNon EVs
35,000,000
90,000
PHEV
tered cars in the United Kingdom
PHEV
PEV
80,000
(see Figure 6).
PEV
30,000,000
Because there is a relatively
70,000
25,000,000
small number of eVs, their impact
60,000
on the electricity networks has been
50,000
20,000,000
minimal. most of the vehicles are
40,000
charging from domestic chargers
15,000,000
30,000
with either 3.5 or 7 kW chargers.
10,000,000
20,000
the use of fast charging stations
10,000
EVs = 0.3%
of 50 kW or higher is beginning to
5,000,000
develop. Such chargers take about
0
0
30 min to charge today's average
2010 2012 2014 2016
eV. there are more powerful char(a)
(b)
gers available, of above 100 kW,
but they are the exception. recent
announcements have indicated figure 6. (a) EV numbers and (b) in the context of all car numbers.
plans to build a network of at least
400 rapid eV chargers across europe. these are likely to be
how much traveling that is undertaken varies in each sce150-kW units and may be capable of supporting 350-kW char- nario. in the United Kingdom, individuals' annual average
gers in the future.
trip distances have decreased over recent years. this trend
Some policy impetus has been given by recent U.K. gov- will continue in two degrees, driven by more working at
ernment announcements. the Secretary of State for environ- home and less traveling to meetings. this will come about
ment, Food and rural affairs has said that the government through information and technology communications imhas an ambition to end the sale of new conventional petrol provements as the United Kingdom moves toward a more
and diesel cars and vans by 2040. in the same press release, service-driven economy.
the transport secretary goes on to say that the expectation is
two degrees sees shared autonomous vehicle use growing
for nearly every car and van on U.K. roads to be zero emis- from today's 0% to 50% by 2050. With the adoption of autonsion by 2050.
omous vehicles, an individual's overall mileage per car will be
these announcements have been supported by £80 million reduced as sharing will become commonplace in this greener
to improve charging infrastructure for eVs and £246 million society; in other FES scenarios, mileage will increase. these
to assist businesses in designing, developing, and manufactur- vehicles will predominately charge at central depots rather
ing batteries for the electrification of vehicles. additionally, than at domestic sites. this also means fewer cars on the road,
the 2017 autumn budget included £400 million for electric potentially 25 million by 2050, which is about 5 million fewer
car charging points across the nation, an extra £100 million than today, in spite of a growing population. importantly,
for plug-in car grants to help people to buy eVs, and £40 mil- the energy requirements of PeVs will improve from today's
lion for eV charging research and development. added to this 0.266 kWh/mi to 0.123 kWh/mi by 2050, brought about by
is the ever-declining cost of batteries, which constitutes the more efficient engines and a move toward smaller vehicles, as
most expensive element of an eV. the combination of gov- opposed to larger SUV types.
ernment policy and falling prices should enable accelerated
no one means of charging will be universal in any of the
uptake of eVs.
scenarios; there will be a mosaic of solutions, with adoption depending on the car owner's circumstances. there will
be a place for residential trickle chargers and, at the other
What Needs to Happen?
For low-carbon transport to play its required role while lim- extreme, a national network of superfast chargers (250 kW
iting the disruptive impact it would have on the network, a or more). nondomestic charging will be important. in 2011,
number of steps are required. these steps were assumed for a nationwide survey by the U.K. department of transport
two degrees prior to the government's announcements, and, established that only 57% of households had access to offstreet parking. assuming that 43% do not, this will equate to
fortunately, they are aligned.
Currently, PheVs represent 83% of the eVs on the road, 8.6 million vehicles by 2050.
as discussed earlier, time-of-use tariffs will be in operaand this will steadily decline to 43% in 2030, and by 2040 it will
be 9%. in 2040, new PheVs sales will be phased out. PheVs tion, and 85% of car owners will take advantage of the difcurrently use either diesel or petrol engines and, therefore, ferential charging rates. as a result, they will move away
contribute to carbon emissions. as a result, in our two degrees from charging at peak times. two degrees assumes that
smart chargers will become standard post-2020, partly as a
scenario, all eV sales will be PeVs by 2045.
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